Automobile transmission-gearing.



n. s. swmson.

AUTOMOBILE- IRANSMlSSlO-N GEARING. APPLICATION n'L'Eu MM. 26. 1911.

mamw PatentedMar. 19,1918.

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' Jiamzazzi fimvzmw ATTORNEY.

y H. s; SWANSIIN. AUTOMOBILE TRANSMISSION GEARING.

APPLICATION FILED MAR. 26. 1917- 1,259,563. I I gPatented Mar. 19, 1918.

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- ATTORNEY.

I fer/22d ,5. 5104mm,

H. s. swmson.

AUTOMOBILE TRANSMISSION GEARING.

APPUCATION FILED MAR. 26. I917- Patented Mar. 19; 1918.

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I To all whom z't may concern:

. ary clutch and the numerous parts associated:

Be it known that I, HERMAN SrSWANSON, a citizen of the United States, residing at St. Joseph in the county of Buchanan and State of Missouri, have invented certain new and useful Improvements in Automobile Transmission-Gearing, of which the followin is a specification. v

y invention relates to friction transmission gearing for automobiles and other selfpropelled vehicles, and one ob'ect is to provide a simple, reliable, and e cient gearm of this character whereb different forwar and reverse speeds may he had without the A further object is to eliminate the customtherewith for transmitting power from the motor shaft to the propeller shaft of an automobile.

Specification of tetters latent. Application filed March 28, 1917. Serial No. 157,842.

use of the usual selective type of spur gears.

Other objects of the invention will herein-1 after appear, and in order that said invention may be fully understood, reference will now be made to the accompanying drawings, in which:

Figure 1 is an elevation of the preferred form of transmission gearing associated with a motor for driving said gearing.

Fig. 2 is an irregular vertical section on line II-II of Fig. 1.

Fig. 3 is a horizontal IIII1I of Fi 1.

Fig. 4 is a si le view of a driven gear and adjacent parts employed in carrying out the invention.

Fig. 5 is a vertical section on line V--V of Fig. 4.

Fig. 6 is a vertical section on line VI of Fig. 1.

Fig. 7 is a horizontal section of a modified form of transmission gearin Fig. 8 is a section on lin HII-VHI of Fig. 7.

section on line Fig. 9 is a section on line IX-IX of' Fig. 7. r

eferring more particularly to the preferred form, 1 designates a drive disk which is mounted directly upon the crank shaft 2 of a multicylinder motor 3. Said motor 3 is placed transversely to the chassis (not shown) of the automobile and in the present instance embodies four cylinders 5, 'arranged in pairs which are spaced apart to admit the transmission gearing under consideration. The two pairs of cylinders 5 and associated crank cases 6 are rigidly con- Patented MfiE-iQ, 1918.

nected by a oke 8 having centrally-disposed depending rackets 9 and 10, in which the forward 'ortion of the propeller shaft 11 is journaledi i 13 designates a friction disk mounted upon the propeller shaft 11 and adapted to be driven in one direction by the drive disk 1, and in a reverse direction by a disk 14. The disks 1, 13, and 14 have groove-and-feather connections 15, 16, and 17, respectively, with the shafts upon which they are mounted, so that they may slide upon said shafts and also rotate therewith.

The drive disk 1 and the reverse disk 14 have but slight movement longitudinally of the shaft 2, so that they may be adjusted either to neutral position or mto frictional engagement with the peripheral faceof the driven disk 13, which has considerable movement longitudinally of the propeller shaft 11, so that it may slide forward toward the center or backward toward the periphery of the drive disk 1 in order to be driven at different speeds thereby, it being understood that its speed is increased in proportion to its adjustment toward the periphery of said drive disk 1.

The respective disks may be adjusted longitudinally of their shafts by any suitable form of shifting mechanism. In the drawings, I have shown a simple type of shifting mechanism wherein a lever 19 is employed to shift the drive disk 1. Said lever 19 has a bifurcated terminal 20 straddling the flanged hub of the drive disk 1 and bearing against a collar 21 loosely-mounted upon said hub and pressing against a coil spring 22, which in turn presses against the rear side of the drive disk 1 to yieldingly-hold it in engagement with the driven disk 13. By throwing the lever 19 in one direction the driver 1 is shifted into engagement with the driven disk 13, and by throwing said .lever in an opposite direction the driver 1' is shifted out of engagement with said driven disk 13. The lever 19 is reliably held in either position by a latch 24 coacting with for controlling the driven disk 13 consists of a lever 27, the bifurcated lower end of which isslotted to admit diametrically-opof said driven disk 13. The lever 27 is held in any of its adjusted positions by a latch 32 and a coacting sector 33. r

In order that the disks 1 and 14 and the collar 29 may be readily placed in position or removed, each is made in two parts, the disks 1 and 14 being held together by bolts 32 and 33 respectively, while the two parts of the collar 29 are held together by screws 34. The propeller shaft 11 may be provided with one ormore universal joints between its forward portion and its rear end, where it connects to the customarydifi'erential, but as such universal joints are in common use I have not deemed it necessary to portray them in the drawin Operation: In or er to propel a car provided with my mechanism forwardly, the driven gear 1 is shifted into frictional engagement with the driven disk 13, which is ad usted toward the center or the periphery of the driver 1 to obtain the different speeds desired. If it -is desired to back the car the driver 1 is thrown out of engagement with v the driven disk 13, which is then advanced until it is opposite the reverse gear 14, which is then shifted into en agement with the face of driven disk 13. 7 en it is desired to stop the driven gear 13 without stoppin the motor the two disks 1 and 14 are shi ed backward against the action of the springs 22 and 22*, respectively, and

away from the face of the driven disk 13.

7 By dividing the cylinders 5 in two sets and spacing said sets apart, the driver 1 and the reverse gear 14 can be mounted directly upon the motor shaft 2'in the space between the two sets, and thusbe in position to drive the gear 13 direct and without the interposition of oountershafts, bevel gears,

' and other more or less complicated gearing with its attendant cost and loss of power.

In the modified form disclosed by Figs. 7 to 9, inclusive, the construction is similar to the preferred form as indicated by like numerals with exponents, the chief differ- .ence being that the driver 1* on the motor shaft 2 is adapted to drive the driven wheel 13* in reverse directions. Thus the reverse gear of the preferred form is di ensed with. In the modified form, the driver 1 whichisshifiled the lever 19 has a long movement on the motor shaft 2, so that it may be adjusted into engagement with the driven wheel 13 on either side'of' the axis thereof to drive it either forward or backward. The driven wheel 13 has a recess 40 at its central portion, so that as the driver 1 is shifted across said recess 40,'it passes out of contact with the driven wheel 13 and g1ves the same an opportunity to stop or slow up before its motlon is-reversed by the driverl coming into contact with its opposite side. The driven wheel 13 may be stopped either by shifting the drive wheel 1 opposite the recess 40, or by shifting the driven wheel 13 backwardly out of engagement with the driver 1, through the intermediacy of the lever27.

Having thus described my invention, what I claun and desire to secure by 'Letters Patyoke, driving means supported from the respective fyoke ends and having parts depending rom the yoke and connected to the ends of the driving shaft, said drivin shaft extending through one of said brac ets at points beyond the adjacent end of the driven shaft and at right an les to the latter, a

disk on the driven sha t arranged between said brackets, and a disk on the driving shaft engageable with the first named disk.

2. In a transmission gearing, a yoke having a centrally disposed depending bracket on one of its sides, a driving shaft extending beneath and longitudinally of said yoke, a pair of drivers connected to the yoke and disposed adjacent the respective ends thereof and having parts extending below the yoke and connected to the respective ends of the driving shaft to support the 1atter,-a driving disk on the drivin shaft, .a driven shaft journa'led in said brac et, and a driven disk on the driven shaft engageable with said driving disk. 7

In testimony whereof I aflix my signature, in the presence of two witnesses.

HERMAN S. SWANSON. 

